JEEP GRAND CHEROKEE

Jeep's wagon is well specified with a choice of petrol and diesel engines

Jeep gave the Grand Cherokee a facelift and equipment upgrades for 2014. Highlights were a new eight-speed automatic transmission, more grunt and flexibility for the three-litre V6 turbo-diesel, and xenon headlights across the range.

The interior of the post-2014 Grand Cherokee featured a revised centre stack, with a new Uconnect 8.4-inch media hub touch-screen display. The new steering wheel design incorporated controls for managing radio, cruise control, telephone and voice commands. All Grand Cherokee models were fitted with paddle shifters mounted on the back of the steering wheel as standard equipment.

The Grand Cherokee was available with the latest version of the turbo-diesel V6 engine, which produced maximum power of 184kW at 4000 rpm - up 7kW - and peak torque of 570Nm at 2000 rpm - 20Nm more than the previous model.

Combined with the new eight-speed transmission, fuel economy on the combined cycle was a claimed 7.5 L/100km, which was a 10 percent improvement, despite the increases in power and torque.

The Jeep Grand Cherokee was available in Laredo, Limited, Overland and SRT specification levels, with the Laredo grade offering 4x2 and 4x4 variants for the first time.

The 3.6-litre Pentastar V6 petrol engine was fitted as standard on all mainstream Grand Cherokee models – Laredo, Limited and Overland. The 3.0-litre turbo diesel V6 engine was available on Laredo 4x4, Limited and Overland models, while the 5.7-litre V8 engine was available on Limited and Overland models. The high-performance SRT model was powered by the 6.4-litre Hemi V8 engine.

Pricing for 4WD versions ranged from $52,000 to $87,000, which was very keen, considering the Grand Cherokee's equipment levels.

Suspension and drivetrain systems were similar to those introduced on the 2011 models, as described below in Previous Models. On and off road dynamics
were also similar.

Trailhawk version

In late 2016 a Trailhawk verison
was announced in the USA and was released in Australia in mid-2017.

The Trailhawk had a unique version of Grand Cherokee’s Quadra-Lift air suspension with up to 274mm of ground clearance, along with Selec-Speed Control
with Hill-ascent and Hill-descent.

It mounted 18-inch, Kevlar-reinforced offroad tyres and featured red tow hooks front and rear. Skid plates and a Trailhawk-specific anti-glare bonnet decal
were also standard.

In the United States, the Jeep Grand Cherokee Trailhawk came with the Pentastar 3.6-litre V6 engine standard, and the option of EcoDiesel 3.0-litre V6 or Hemi V8.

In December 2017 the world’s most powerful V8 SUV ever, the Jeep Grand Cherokee Trackhawk, was available in Australia, with 522kW of power and 848Nm of
torque, courtesy of a supercharged 6.2-litre HEMI® V8 engine.

Previous Models

The current-shape, post-2011 Grand Cherokee was released here with petrol-only engines, until mid-2011, when a three-litre V6 turbo-diesel was added to the lineup. The vehicle was built on the Mercedes-Benz M-Class platform, having been designed during the eight-year existence of the merged DaimlerChrysler Group.

Three levels of equipment were available – Laredo, Limited and Overland. The standard engine in Laredo and Limited was an upgraded Jeep petrol V6, with a claimed output of 210kW at 6350rpm and peak torque of 347Nm at 4300rpm. A 5.7-litre HEMI V8 was optional in Limited and standard in Overland, and had claimed output of 259kW at 5200rpm, with peak torque of 520Nm at 4200rpm.

Grand Cherokee Laredo and Limited had Quadra-Trac II active full-time 4WD as standard. Quadra-Trac II’s two-speed transfer case used input from a variety of sensors in order to determine tyre slip and take corrective action. The system used Throttle Anticipate to sense quick movement in the throttle from a stop and maximized traction before slippage occurs. When tyre slippage was detected, as much as 100 percent of available torque was instantly sent to the axle with the most traction.

Quadra-Drive, with an electronic rear limited slip differential, was standard in Overland and optional in Limited.

Laredo and Limited had independent coil-spring suspension, while Limited came with ‘Benz-designed multi-height air suspension that offered five height settings over a 100mm range. Quadra-Lift air suspension was an option on Laredo and Limited.

All 2011 Grand Cherokees also came with Selec-Terrain traction control that let the driver choose from five driving off-road parameters, for the optimum setting for different terrain. This feature electronically coordinated up to 12 different powertrain, braking and suspension functions, including throttle control, transmission shift, transfer case, traction control and electronic stability control (ESC).

Laredo ran on 265/80R18 rubber, while Limited and Overland had 265/50R20 tyres.

In June 2011 the V6 diesel model was released, not with the previous 3.0-litre ‘Benz M-Class V6, but a new joint-effort engine by long-term Jeep diesel supplier, VM Motori and Fiat Powertrain. Fiat was Chrysler’s new partner, having replaced Daimler AG.

The 3.0-litre turbo diesel engine produced 177kW at 4000rpm with 550Nm of torque at 1800-2800rpm - 10 percent more power and eight percent more torque than the engine it replaced.

The V6 turbo diesel engine was fitted with new-generation, 1800-bar injectors with new MultiJet II technology.

Even with its improved performance, fuel economy for the new 3.0-litre turbo diesel engine was a claimed 8.3 L/100km on the combined cycle, an improvement of 19 percent over the previous diesel engine. CO2 emissions (combined cycle) were also said to be reduced by 20 percent, to 218 g/km.

Our on and off-road testing showed that the Grand Cherokee is very similar to the Mercedes-Benz M-Class on which it is based. Even with air suspension and the off-road kit it’s not a severe-service off-road like LandCruiser or Discovery 3 and 4.

Jeep’s less than brilliant attention to RHD ergonomics continued in the 2011 model, with a foot-operated parking brake pedal intruding uncomfortably on driver’s left-leg space. M-B used an electric parking brake in the ML and we think Jeep should adopt that design as well.

In October 2012, the Jeep Grand Cherokee SRT8 was launched, with performance engineering from Chrysler Group LLC’s Street and Racing Technology (SRT) team. It proved ideal for those to whom 0-100km/h in 5.0-seconds; 0-160-0 km/h in the mid-16-second range; a quarter mile in the mid-13-second range and a top speed of 257km/h are important.

In March 2013 the limited-edition Trailhawk model was released. Based on the Limited diesel model the Trailhawk was kitted out with off-road options and distinguished by a unique colour scheme.

You could have any Trailhawk colour scheme you like, as long as it was Bright White, with a large black and red bonnet sticker, black headlamp bezels, red recovery hooks, mineral grey mirrors, wheels arches, steel Mopar rock&dash;rails and grille, and Trailhawk badging. Inside were red stitching and anodised silver highlights, and black shiny leather and suede seats with inset Trailhawk logos.

No other wagon maker came close to delivering a package like that for less than $70,000.

The Trailhawk was optimised for off-road use and was shod with useful Goodyear rubber. Although necessarily ‘T’ rated these tyres had an A/T tread pattern and a 109 load rating, which was reasonable for occasional bush work. The grey wheel finish was an easier-maintenance option for bush work than polished silver. However, the standard spare was the normal temporary job, so those wanting to go off-road needed to budget for a swing-away spare wheel carrier, or a roof rack.

The Trailhawk’s engine bay was tidy, but crowded – there wasn't even room for the vehicle’s starting battery – so it wasn't possible to fit any under-bonnet accessories. Also, the engine air intake was a scoop above the left hand headlight and although it was fitted with a rubber splash shield the arrangement wasn’t ideal for deep water crossings.

Underbody protection on the Trailhawk was a comprehensive full-metal jacket that protected most components, so rolling the odd rock or tree branch underneath wasn’t likely to break anything, or drag wires or pipes out of place. The sill protectors weren’t full-on rock sliders, but they were firmly attached steel tubes that could take a mild hit from rock shelves.

The Trailhawk’s air suspension gave an excellent ride on all road surfaces and the electric power steering was pin-sharp. Handling was car-like, belying the fact that the Grand Cherokee tipped the scales at 2.7 tonnes, two-up and with a light load on board.

Fuel consumption over this 10-day on- and off-road test worked out just under 10 litres/100km, which is very good.With the suspension height cranked up in off-road mode the ride quality was good on smooth surfaces, but like other air suspension systems – notably Discovery 4 and M-Class – it stiffened up considerably when the terrain became rocky or deeply rutted.

Like most top-shelf wagons the Trailhawk had a version of the off-road programming system pioneered by Land Rover in the Discovery 3. A console dial selects terrain options and a dashboard display advises if the suspension needs to be raised to make a terrain-type selection possible.

The Trailhawk handled typical fire trails with ease and hill descent control took over when engine braking was insufficient to hold downhill speed on steep grades. However, HDC wasn’t much use on our severe-grade, low-range test.

We took the Trailhawk to a demanding rock-shelf test course and it didn’t like this terrain at all. The suspension felt way too stiff and the dampers couldn’t control air spring reaction to deep depressions and bumps, even at crawling speeds. Traction control and the electronic rear diff lock worked overtime to maintain progress, while wheels lifted clear through lack of suspension travel. The suspension thumped loudly as it dealt with these low-speed undulations.

As Mercedes-Benz should do with the M-Class, Jeep engineers need to spend some time on the Grand Cherokee’s raised-air-suspension behaviour. (Land Rover has managed better with the Disco 4’s raised suspension, but then buggered up the off-road formula by fitting only 19-inch wheels to it!)

We suspect what the Jeep needs is a set of dampers that have electronically variable damping, to match the increased spring rate of the air springs when they’re pumped up to increase ride height.

Previous Models

Although not introduced to Australia until 1996 the Jeep Grand Cherokee was launched in the USA in 1992, sharing its four-litre, six-cylinder petrol engine with the monocoque Cherokee, but with body on frame construction. In 1994 side intrusion beams were installed and the base model was renamed SE. In 1995 all Grand Cherokees scored all-disc brakes and a passenger-side airbag was added for 1996, in a redesigned dashboard. A restyled grille and optional fog lamps distinguished the front end.

A new steering wheel contained cruise-control switches and a centre horn pad. Front and rear shoulder belts gained height adjustment. This was the first Australian-market Grand Cherokee.

In late 1998 the newly merged DaimlerChrysler Group was in high spirits when the 1999-year model was released, with only 127 carry-over parts from the previous Grand Cherokee.

The new Grand Cherokee had the same wheelbase, but with 25-mm wider track and was 100mm longer, 50mm higher and 75mm wider than the 1998 model.

A new electronically-controlled transmission greatly improved shift refinement. It featured a novel alternate second gear ratio of 1.67 or 1.50, depending on speed and throttle position.

An All-New Quadra-Drive 4WD system was built around a Quadra-Trac transfer case that incorporated a progressive, speed-sensing torque-transfer differential and front and rear Vari-Lok axles that had also had progressive, speed-sensing torque transfer differentials.

The anti-lock braking system incorporated electronic brake distribution (EBD). By the end of 1999 some two million Grand Cherokees had been sold, mainly in North America, but in mid-2000 there was a recall of 474,000 of them, built between 1997 and 1999, to replace and relocate the air bag control module. In June 2000 the V8 PowerTech engine was introduced to the Grand Cherokee entry -level Laredo – previously available only in the top-of-the-range Grand Cherokee Limited.

The V8 engine in the Laredo was the same as that in the Limited, with 162kW of power at 4700rpm and 390Nm of torque at 3200rpm.

The introduction of the V8 Laredo brought the model lineup for the Grand Cherokee to three: Laredo 4.0 litre six-cylinder, V8 Laredo and V8 Limited. The Laredo was also available with Quadra-Drive four-wheel-drive system as an option.

In early 2002 the Jeep Grand Cherokee Overland model was introduced, with a high output version of the standard 4.7-litre V8. Producing 190kW – 16 percent more power than the standard V8 – with 425Nm of torque – an eight per cent increase– this engine gave the Grand Cherokee Overland a top speed of 207 km/h.

The HO engine was mated to a new Jeep five-speed 545RFE automatic transmission, with two overdrive ratios.

The 2.7L CRD turbo diesel engine had estimated fuel economy of 8.1L/100 km on the extra urban cycle, 12.5L/100 km during city driving and 9.7L/100 km on the combined cycle.

With this powertrain enhancement Jeep Grand Cherokee offered customers the choice of the 2.7L CRD I-5 diesel engine, Power Tech 4.0L I-6, Power Tech 4.7L V8 or the Power Tech 4.7L High-Output V-8. Pricing for the diesel option was odd: a $900 extra cost on the Laredo model (diesel retail was $59,890), but only a $100 extra cost on the Limited model ($69,890) and a $2600 reduction on the Overland model, compared with the high-output petrol V8 model (diesel retail was $74,890).

Our on and off road testing showed that the ‘Benz diesel and auto box combination worked as well in the Grand Cherokee as it did in the Mercedes-Benz ML270, so performance was brisk on-road and very strong off-road.

However, the transmission in the Grand Cherokee was marred by a traditional long-throw automatic box shift lever, with a button that needed to be depressed for every manual downshift. The 4WD control lever was heavy in action and sited between the driver and the main lever – a legacy of the Jeep’s left-hand-drive origins.

A plus for the Jeep was the opening tailgate glass – handy for dropping shopping into the cargo area, without having to lift the tailgate.

The Jeep VariLok self-locking diffs worked more effectively with a steady stream of diesel torque feeding them than they did with petrol power.

The Jeep’s heavy steering action was fine for freeway trips, but loaded up annoyingly in the twisty stuff. The Jeep also suffered from too-reactive suspension action that saw the body – and the bodies inside – moving around excessively on rough surfaces.

Braking in on all surfaces was powerful, with well-modulated ABS action. Our on and off road testing resulted n an economy figure of 11.54L/100km.

For 2004 the Grand Cherokee was given a facelift, with a new front fascia and grille and Overland and Limited models also featured round fog lamps. In mid-2005 the Mercedes-Benz V6 3.0-litre common-rail diesel (CRD) from the M-Class was slotted into the Grand Cherokee, replacing the previous Benz-sourced five-cylinder and offered a 33 per cent increase in power and 28 per cent increase in torque. With Bosch high-pressure fuel injection (1600+ bar), a variable geometry turbocharger and four-valves-per-cylinder, the V6 put out 160kW, with peak torque of 510 Nm, available from 1600 rpm.

The 2005 Grand Cherokee featured Jeep’s Quadra-Drive II 4x4 system, which combined a full-time-4x4 transfer case with three electronic limited slip differentials (ELSDs). The system detected wheel spin and distributed engine torque to the tyres with traction. The previous model Jeep Grand Cherokee used VariLok hydraulically-activated clutch packs that worked fine in constant-friction, on and off road conditions, but were found wanting on variable-friction surfaces.

The new NV245 active transfer case included a centre differential coupled to an electronically controlled clutch pack that operated between an open state and fully locked, with variable torque distribution in between. The low-range gear ratio was 2.72:1.

Automatic torque transfer front-to-rear was achieved through the centre ELSD and automatic lateral torque distribution via the front and rear axle ELSDs that also had electronically controlled clutch packs.

Our testing showed that the V6 Jeep Grand Cherokee handled most on-road and off-road situations very well, but for tough off road work it needed more ground clearance.

The front-axle ELSD released during turns to allow normal operation of the differential and prevent system wind-up and binding. The rear axle ELSD din’t release totally when low-range was selected and this action showed in a definite ‘slip and grip’ action by the rear tyres during tight turns.

Controls were uncluttered and straightforward to operate, except that the park brake lever was left of centre, closer to the passenger seat and its operation felt awkward – typical of Jeep’s continued poor RHD conversion process.

The height adjustable driver’s seat provided a good driving position. Visibility to the sides and rear was good, but the rear-view mirror obstructed the view to the front of the vehicle on some downhill off-road sections.

In 2006 Jeep released a high performance Street and Racing Technology (SRT) version of its flagship Grand Cherokee, with a claimed 0-100 km/h time in the low-five-second range.

Running 20-inch wheels, performance-tuned suspension and Brembo brakes, and priced at $85,990, the Grand Cherokee SRT8 was powered by a 6.1-litre HEMI V8, with 313kW and 569Nm - 30 per cent more power than the 5.7-litre HEMI.

On the eve of the collapse of the merged DaimlerChrysler, in early 2007, Jeep added a 3.7-litre V6 petrol power plant to the Grand Cherokee range. The 3.7-litre V6 produced 148kW of power and 315Nm of torque, and contributed to the Laredo’s new RRP of $51,990.

Chrysler got on with the business of pretending it had never heard the word ‘Daimler’ at the 2007 Tokyo Motor Show, where the 2008 models were previewed.

The 2008 Grand Cherokee picked up a MyGIG Multimedia Entertainment System that could support built-in navigation, reversing camera display, along with hill start assist (HSA) and hill descent control (HDC), Trailer Sway Control and an improved 4.7-litre V8 that was said to have 30 percent more power and six percent better fuel economy. The 2008 Jeep Grand Cherokee SRT8 scored high-intensity discharge (HID) auto-levelling headlamps.

Rear view camera, rear park assist, rain-sensing wipers, memory seats and mirrors and iPod connectivity were standard on Jeep Grand Cherokee Limited models. The 2008 Global Financial Crisis couldn’t have come at a worse time for Chrysler, still struggling in the early post-DaimlerChrysler era. To gain financial support from US Congress the company had to disclose its future product plans, including the specifications of the 2011 Jeep Grand Cherokee, which was based on the Mercedes-Benz M-Class platform.

Against this background there was little excitement over the 2010 announcement of the return of the Overland badge to the outgoing model, in a release limited to just 50 vehicles.

Bush Modifications

Live-axled Jeep Grand Cherokees – all pre-2011 models – could do with ground clearance increases, but this a difficult task, thanks to the short leading and trailing arms used by Jeep. Height increases can lead to quirky on-road handling, so modify with care.